Combustion-engine



J. GOOD.

COMBUSTION ENGINE. APPLICATION FILED MAY 20, 1916- RENEWED JULY 22.1920.

3 SHEETSSHEET I.

Patented May 3, 1921.

J. GOOD.

' COMBUSTION ENGINE. APPLICATION FILED MAY 20. I916- RENEWED JULY 22, 1920.

3 SHEETSSHEET 2.

3] nveml'oz 3E1; Z113 arty/140 4 I Patented May3, 1921.

J. 6000. COMBUSTION ENGINE. APPLICATION FILED MAY 20, 1916- RENEWED JULY 22, I920.

1,376,527. Patented y 3,1921.

3 SHEETSSHEET 3.

III

UNITEDSTATES PATENT OFFICE.

JOHN GOOD, 0F GARDEN CITY; NEW YORK, ASSIGNOR TO GOOD INVENTIONS (10., OF

BROOKLYN, NEW YORK, A CORPORATION OF NEW YORK.

COMBUSTION-ENGINE.

Specification of Letters Patent.

Patented May 3, 1921.

Continuation of application Serial No. 522,813, filed March 6, 1914. This application filed May 20, 1916,

Serial No. 98,734. Renewed July 22, 1920. Serial No. 898,286.

T 0 (ZZZ whom it may concern.

Be it known that I, JoHN G001), a citizen of the United States, a resident of Garden City, Nassau county, New York, have invented the following described Improvements in Combustion-Engines.

The improvements relate to the starting of internal combustion engines particularly of the carbureter type as used in automobiles, motor boats, etc., and the object is to reduce the work required to be done to set such engines at work on their normal cycle, particularly when the fuel is relatively non-inflammable, like kerosene, or in coldweather, or both, this application being a continuation of my prior application, now Patent #1,.207,S97. The invention comprehends the combination of an engine of the kind referred to, a starting agency therefor (hand crank or starting motor) and a burner constructed to burn with a continuous flame and so organized with said starting agency that, when the various parts are otherwise in proper adjustment or position, the operation of said agency automatically establishes combustion of some of the engine fuel to produce an immediate initial vaporization of the fuel mixture supplied oy the carbureter, so that the mere act of turning the engine over once, or a very few turns, is all that is required to start it running under any circumstances of fuel or temperature condition. thereby avoiding the need of a special starting fuel, and the need of priming the e-ngine as well as the prolonged use of the starting agency.

In the accompanying drawings forming part hereof,

Figure 1 represents in side elevation an automobile engine equipped with one form of this invention;

Fig. 2 is a plan of the several parts constituting the heating device and the part heated, on a larger scale;

Fig. 3 is a still larger view in elevation and partly in section, of the parts forming the flame-confining casing of the heating device;

Fig. 4 is a Fig. 3;

Fig. 5 is a section illustrating the said vaporizing member; and

Fig. 6 is a cross-section on line VIVI thereof.

section on the line IVIV,

'be evident.

' vaporized mixture.

vor engine exhaust gases, which latter in the case illustrated are taken from the exhaust manifold 8 by a pipe 9, and passed through the vaporizer or part 10 to be heated and thence to an exhaust pipe 11 leading to a muflier or other safe exhaust outlet 1:2. Part or all of the exhaust ases may thus be utilized as the source of neat, according to requirements, the excessgases being by-passed direct to the exhaust by the appropriate adjustment of the valves 13 through a by-pass pipe 11. The parts marked 15 and 16 are theme-ans forintroducing the fuel and air to the vaporizer, but the particular construction of these parts, and of the vaporizer, is of no consequence to the present invention and need not be described, being the subject of a separate application filed April 9. 1911, Serial-X0. 830705. The vaporized mixture enters the manifold 17 and thence passes into the several cylinders of the engine, as will A thermostat 18 is shown in the connections between the vaporizer and the manifold 17 to operate the by-pass valves 13, through its bell-crank and link connections 19, so that only such portion of the exhaust gases will traverse the vaporizer as may be necessary for its operation or to maintain a substantially uniform temperature in the In order to start such an engine, or any engine using heavy fuel oil which is vaporized by the heat of the engines combustion process, its vaporizing agencies must be first heated until the engine is able to generate sufficient heat, by its exhaust or otherwise to assume its regular operation. For this purpose a flame or blast of hot combustion gases is provided which encounters the part to be heated, and in the present case passes through a part of the path normally taken by the exhaust gases. discharging into the exhaust 12. The c0mbusti0n is produced au- J25 the casing or passage of the heatin device tomatically as by the operation of a crank such as the crank 7 ,or by any source of mecent material.

chanical power, as laterexplained, and is confined in such manner that no flame can escape where it might ignite or injure adj a- The flame can be admitted to the'norma'l path of the exhaust gases at any point in the latter, either close to the cylinder heads or close to the vaporizer, as preferred and in the resent case it enters close to the vaporizer t rough the fitting 20, which accommodaes the by-pass valves. 13

above referred to. This fitting is provided with a branch passage 21- inclinedtoward the heater of the vaporizer and provided with a"shut;ofi valve 22, which can be closed when necessary for the purpose of isolating the burnerifrom the engine exhaust.

The .biirner'or flame-generating part of thejheating device is formed of two united parts :23 and 24:, connected to the inclined branch pipe 21 of the fitting in such manner as togive the flame aneasy entrance to the latter, and the .said parts together with the vaporizer 10 and exhaust pipe 11 form in which the flame is confined. T e part to be heated is thus incorporated inor within the casing of the device. The burnerchamber is equipped with a liquid fuel liquid fuel from ,a float chamber 26, the latter being supplied through a pipe 27 from the fuel supply pipe 15. As will be plain without description, thev fuel oil or -iquid is ,kept at a constant lev,el in this chamber by the" float controlled admission valve therein, and the same fuel oil supply pipe supplies. this chamber as supplies the engine proper. The same heav fuel serves the heater-as well as the engine. A nozzle 28 enters the end of the burner chamber substantially. axially thereof and in aspirating relation to the oil nozzle 25, and is supplied with .air under pressure from a positive blower 29. The pipe 30, connect mg the air nozzle with the blower, is provi e d with an air dome 31, so that the air jct from the nozzle 25, will have. substantially, constant velocity. The air-atomized fuel spra produced by the operation of the two nozz es is intercepted by the two opposing electrodes 32 of an electric igniter '33, w ich may be of a common type, but is here shown as formed'by twoseparate but similar insulated plugs, mounted close ,to the nozzles in the casing part24 and connected with the terminals of a magneto generator 34.

A spark between the electrodes ignites the oil spray without initial-or preliminary heating thereof, due to the fineness of the atomization and the relation of thespark thereto, and .air or supplemental air. is supplied to the resulting flame to support com- 1 operation, 0 that the burning gasestherein arecaused o flow with considerable velocity 'bustion, but at a point slightly in front of the igniting point so that it does not too greatly dilute the spray, .lwhich would pre-' I vent ignition by the igmter or result 1n explosions. The supplemental air is supplied, for example, through the annular admisslon chamber formed by the casing part 23, 1nto which the air is delivered-bythe pipe 35, from-"afan blower 36, and it will be noted that the location of said chamber provldes the 1gniter plug or plugs, the electrodesof which are thus located in an undiluted part of the spray. The blower 36, Wl11Ch may be any type of air compressor, supplies the said supplemental air, unheated, and at a considerably lower pressure than the compressor 29, and the volume so'supplied is suflicient to establish substantiall complete combustion of the aspirated liquid fuel within the casing and controls the length of the flame, within limits. Inasmuch as the fluid to aspirate the liquid fuel, as well as that for combustion, is derived from sources of higher pressure than atmosphere, it 1s evident that the interior of the flame casing is under pressure when the device is in toward the outlet thereof. I- have found that high velocity of said gases is desirable for quickly attaining satisfactory temperature, and this condition is promoted by the elongated, or relatively narrow, shape of 10.0

the flame-passage as well as" by the air pressure and the open outlet through the engine exhaust.

The plu'g 37 in the nozzle part of the burner-casing is for the purpose of clean- 103 ine' .thefoil nozzle 25 when necessary;

The magneto 34 and-the air nozzle blower 29, and also the additional air blower-36, are

all arranged to be driven simultaneously so that immediately upon the establishment of thewproper spray the igniter 33 will ignite K it. The operation of the magneto generator may be intermittent or contmuops, as de sired, but the first spark ordinarily ignites the spray and the continued operation may serve no other purpose than to insure igni- .tion under any circumstances. .As a precaution against failure to ignite the electrbdes 32 are formed with parts depending below the spark gap so that the fuel liquid collecting by impingement thereon will dram away-from the gap and avoid a posslble short-circuit of the electrodes 'by' a drop of the liquid bridging the gap. J

The simultaneous operation of the nozzles 1.25

and igfiiter iseffected by connecting the operating shafts of one or both blowers and T the armature shaft of the magneto generator 1 all in a single operating system or ge'ar tram 'such as represented for instance by the gears 75 I I a short space between itself and the sprayprojecting means suflicient to accommodate 38, 39 and 40, the several speed ratios of which are of course suited for the production of the results desired. The gear 40 is driven by a ratchet clutch pinion 41, meshing with a long pinion 42, the latter meshing with a spur gear 43 driven by the member 7 or whatever device is used for starting the engine in motion. Assuming that device to be a hand crank as indicated, it is first rotated in its full line position (Fig. 2) thereby simultaneously operating the parts above described and generating a flame which warms the vaporizing apparatus to a sufficient extent to form a combustible gaseous mixture of air and the fuel used in the engine. The flywheel 45 on the shaft 44 of the fan blower assists in this operation. The crank and gear 43 are then pushed inward until the clutch member 46 on the hub of the latter engages with the corresponding clutch member of the crank-shaft 5 and rotates the latter, whereby the engine draws in the vaporized fuel and normal process. As the engine takes up its own motion the clutch 46 will disengage, but

the flywheel 45 will still continue the operation of the heater, the ratchet teeth slipping on the pinion 41, until the exhaust from the first few charges has reached the vaporizer, the continued normal operation of the latter being thereafter assured.

While for convenience of illustration I have shown a simple hand-crank 7 as the means for starting the preheater and the engine, it is to be understood that it is used in illustration of any starting device, whether it be the motor generator of a so-called electric self-starter,as used in automobiles and boats, or other means for initially rotating the engine crank-shaft, and if such starting device is an electric motor it will be evident that the current which operates it may likewise serve to operate the igniter 33 without the aid of a magneto 34 as shown in the drawings. \Vith hand-started engines it is of course an advantage to be able to actuate the operating system of the heater at first independently of the engine, engaging later incoming combustionsupporting air and also to vaporize the fuel, and improvesthe efiiciency ,of the apparatus and is for that reason preferred, although other forms of member may be used for the same purpose.

heating device above described is extremely compact and easily adapted to the engine,

proceeds on its that it ignites the fuel cold and quickly gives high temperature by reason of the high velocity and forced introduction of the fuel, but this invention comprehends any type of burner suitable for the purpose and operated by the engine-starting power as set forth in the claims below. The exhaust pipe 11 in conjunction with the muffler 12 are sufficiently removed from the source of flame to prevent all danger ofinjury to surrounding parts of an automobile or boat. Should a premature explosion of the atomized spray, or .a back-fire, occur for any reason, no escape of flame from the heating device is possible because of the absence of any opening in the casing to serve as an outlet, except of course the normal safe exhaust. Moreover, the blower 29 forms no passage through it for flame, nor does the fan blower 36, but its intake 48 may, if desired, be extended downwardly below the drip pan 49. This source of air pressure might also be a pump or geared blower, if desired.

It will be understood by those skilled in the art that the apparatus above described is not limited in respect of the size or proportion of its parts, nor to the details of their mechanical assemblage or construction, nor to the character of the part to be heated or the manner in which it is constructed or incorporated in the casing of the heater and that various omissions, substitutions and alterations in the form and operation of the device may be made without departing from the invention.

I claim:

l. The combination in an automobile type internal combustion-engine, of a carbureter, a liquid fuel burner containing a spark plug and airand fuel admission means arranged 1 to establish and maintain a continuous flame, and a starting agency for rotating the en gine, said parts being severally adapted and mutually organized to automatically supply heated charge mixture to the engine cylin-. 110 ders by the sole effect of the operation of said starting agency.

2. The combination in an automobile type internal combustion engine, of a carbureter' to supply charge mixture to the engine cyl- 115 inders, a liquidfuel burner incorporating an electric igniter and means for producing continuous flame, means for conducting said flame or its products into heat-transferring relation to said mixture and a starting 120 agency, all said parts being organized for performing their several functions by the sole effect of'the operation of said starting agency.

3. The combination in an internal com- 125 bustion engine, of a carbureter to supply charge mixture to the engine cylinders, a It-will be observed that the particular heat-transfer mechanism whereby said mixture is normally vaporized-,by heat developed by the engines OOmbQStmn, a l1qu1d meansfor producing contlnuous flame, said flame or its productsbeing also arranged to heat the chargemixture, an electric circuit for the ignlter and an engine starting agency, the operation of which automatically sets the burner and carbureter in operation tosupply the engine with vaporized char e mixture.

4. 11 an internal combustion engine, the the combination of a combustion means operating independently of the combustion in the engine cylinder and adapted for heating the engine and a double function device for starting the engine, one function thereof being to operate said combustion means without rotating the engine and the other to rotate the'en 'ine.

5. The comiiinationwith an internal combustion enginefof a starting device therefor, means operating by combustion within itself and independent of the fuel supply to the engine for pre-heating the latter and means whereby the motion of said starting device operates said combustion means. 6. In an internal combustion engine, a

re-heater therefor operating by combustion independent of the combustion in the engine and a starting device for rotating the engine mechanically connected to operate said pre-' heater.

-7. In an internal combustion engine, a

pre-heater therefor comprising an inclosed.

forced draft flame passage in heat-transfer ring relation to an element of the engine,

7 a closed burner head ada ted to deliver liquid fuel and air into sai passage and containing an electric igniter, air compressor and electric ap aratus connected to said burner-head an a starting device'for the engine adapted to operate the said appadevice having same until warm enough to perform its norratus. r

8. The combination with an internalcombustion engine and combustion means for pre-heating'the same, of an engine rotating said combustion means independently of and conjointly with the rotation of the en- '9. The combination with an internal combustion engine, mechanically operated combustion meansadapted for heating the bustion engine connections for operating" mal cycle, a starting device for rotatin the livering fuel and burning the same therein,

of mechanically operated combustion means for heating the engine until warm enough to start it in action, an igniter for said means, means for cranking the engine to start it inaction, a single source of energy for operating both said last mentioned means and means for continuing theoperation of said combustion means while the engine is in action. r

11. The combination in an internal combustion engine of a; mechanically operated combustion means operating independently of the power combustion in the engine and adapted to heat the same and including air compressor mechanism, electric ignition 'mechanism and an operating hand crank therefor whereby the engine may be heated by rotating'the crank. 3

12. Mechanically operated combustion means comprising an inclosed' flamespace, liquid fuel-supply and aipcompressor mechanism, an elect'ric ignitlon mechanism and caring connecting both of said mechanisms including a hand crank the operation whereof produces ignition in a cold state and nonexplosive combustion of the. fuel in said space. v

13. The combination with an internal combustion engine of a liquid, fuel burner applied to the engine for heating the same, and a singlemeans for operating said-burner and cranking the engine to start it in action.

14. The combination of an internal comaving a carbureter connected to supply charge mixture for combustion in the engine cylinder, 'an inclosed, automatically igniting, liquid fuel burner applied to the engine for heating said mix- I ture, and a single means for coincidently cranking the engine and operating said burner. I

In testimony whereof, I have signed this specification.

JOHN GOOD. 

